Ambush Over South Sudan

No one wants to insert themselves into the middle of a bloody tribal conflict, but in December 2013, three CV-22 Osprey crews from the 8th SOS were asked to do exactly that during Operation OAKEN SONNET I. South Sudan, a country that had only been in existence for two years since gaining independence following a horrific, 20-year liberation struggle to separate from Sudan, was falling apart again and was embroiled in a new civil war.

The troubles in South Sudan had been at a slow roil since independence and the United Nations peacekeeping force in South Sudan was the second largest contingent in the world. In April 2012, five peacekeepers and seven UN civilians were killed, and nine others wounded, when rebels ambushed a UN convoy. South Sudan’s president, Salva Kiir an ethnic Dinka, fired his entire cabinet in July 2013, and accused the vicepresident, Riek Machar from the Nuer tribe, of an attempted coup. In early December, rebels opposing the government shot down a UN helicopter near the city of Bor. The spark that finally ignited the civil war happened on 15 Dec 2013, when internecine fighting began within the multi-ethnic Presidential Guard. Within days there was open fighting in the streets of Juba, South Sudan’s capital, roughly along tribal, Dinka versus Nuer, lines. To complicate matters, though, there were also independent armed militias taking advantage of the turmoil to further their own interests. The security situation in Juba was out of control.

South Sudanese civilians and international expatriates began to flee the capital, seeking safety in the UN compounds or outside the city. By week’s end, more than 20,000 civilians had crowded into the two tiny UN compounds in Juba. Hundreds of thousands of South Sudanese left the cities to take refuge in the bush.

Ethnic fighting spread beyond the cities, including a tankon-tank battle in the Jonglei province, the western, oil-rich part of the country. In Bor, 90 miles north of Juba, over 14,000 US, international, and South Sudanese civilians were seeking refuge on the small UN base there. By 19 December, antigovernment, predominantly Nuer, soldiers had taken control of Bor, but the city was surrounded by Dinka-aligned government forces. Atrocities begat reprisal atrocities by both sides, and during the week before Christmas, international aid groups were suggesting that the death toll was already in the tens of thousands.

Back in Washington, DC, the US State and Defense Departments were still agonizing over the September 2012 attacks on the US consulate in Benghazi, Libya. During that incident, Ambassador J. Christopher Stevens and a key member of his staff were killed when Ansar al-Sharia terrorists overran the compound. As a precaution, the US ambassador to South Sudan, Susan Page, began reducing the staff at the embassy in Vol 9, Issue 1 │

Juba soon after the outbreak of violence, while also increasing force protection measures at the embassy compound. In midDecember USAFRICOM sent a contingent of soldiers from its East Africa Response Force to reinforce the embassy and protect the remaining staff members. Over 450 US and dualnationality citizens, in addition to all non-essential staff, had been evacuated by the third week of December.

On 18 Dec 2013, the crews from a flight of three CV22 Ospreys assigned to the 8th Special Operations Squadron (SOS), two MC-130P Combat Shadows from the 9th SOS, and accompanied by a rescue HC-130 and a conventional C-130H, took off from Camp Lemonnier, Djibouti, for the almost 1,000 mile flight to evacuate US citizens from Juba. The crews and their aircraft had been based out of Combined/Joint Task Force-Horn of Africa (CJTF-HOA) to support US missions in the region.

Initial planning indicated that the two conventional C-130s would be sufficient to relocate the number of Americans needing transport to safety. The Ospreys were launched just in case the situation on the ground prevented the Americans getting through the city to the airport and also because a late intelligence report suggested Juba International Airport’s runway had been blocked by tanks to prevent aircraft from landing. Sending the entire air flotilla ensured the American Airmen were prepared for whatever the situation happened to be when they arrived over Juba.

About halfway along the flight route to South Sudan, the Ospreys had completed their first inflight refueling from the Shadows. Not long after the refueling, the formation received word that the runway at Juba International had been cleared and there was no need for the CV-22s and the MC-130s to continue. The AFSOC crews held outside the city, beyond visual range, until the two conventional C-130s had picked up the civilians and were again airborne, just in case the tactical situation went badly. With the Herks safely heading to Nairobi with 120 civilians on board, the AFSOC crews headed home. The MC-130Ps accomplished a second inflight refueling, to ensure the CV-22s had sufficient fuel to reach Djibouti, and both Shadows diverted to Entebbe, Uganda, to refuel before heading back to Djibouti.

Upon returning to Camp Lemonnier, the CV-22 and MC-130P crews began planning for a second, more risky evacuation, this time from Bor. The airport at Bor had not been surveyed, which ruled out any fixed-wing operations. Because of the confusing situation in and around the city, the embassy could not tell the AFSOC crews how many Americans would need to be evacuated, so the crews had to plan for multiple trips between Bor and the safe location at Entebbe, 500 miles away. And, just to make things a bit more pucker-worthy, US and UN officials were uncertain as to the status of the fighting and were unable to confirm who, if anyone, was controlling the airport area.

Even with the uncertainty, the leadership and crews were assured that representatives on the ground had coordinated the evacuation with the opposition forces and that they would be flying into a permissive environment. Based on the premise that the evacuation would not be opposed, CJTF-HOA directed a daytime pick-up. Still, the crews remained cautious.

At about 0330 local time on Saturday, the 21st of December, the three CV-22s: Rooster 73, 74, and 75, and two MC-130Ps: Agile 21 and 22, took off from Djibouti, heading back to South Sudan. On board the lead Combat Shadow was Lt Col Mark Newell, the 8th SOS director of operations who was serving as the mission commander for the deployment. On board the CV-22s were US Navy SEALs to provide security on the ground during the evacuation, pararescuemen (PJs) in case medical support was needed, and a State Department liaison to coordinate the evacuation once the Ospreys were on the ground. As the formation headed south, the CV-22s topped off their fuel tanks with gas from the MC-130s.

Due to the minimal intelligence they had received about the area, Maj Mittelstet, the flight lead, had the Ospreys drop to low altitude as they approached Bor so they could fly down the dirt airstrip next to the UN camp to evaluate the situation and ensure the conditions were safe to land. The runway was clear, so Rooster 73 and his two wingmen circled around for the landing. On final approach, with the engine nacelles in the vertical position for landing, the air erupted with small arms, rocket-propelled grenade, and anti-aircraft fire. Bullets began tearing up the lead CV-22. Close behind, Rooster 74 and 75 also began taking heavy weapons fire. Maj Mittelstet called over the radio, “Go around, go around, go around, we are taking fire!” The second two Ospreys also took rounds in their hydraulic and fuel systems. Number 2, Rooster 74, took more hits than the lead aircraft, but the redundant aircraft survivability systems were able to control most of the damage. Rooster 74 visually confirmed being fired at by a rocket propelled grenade (RPG) as it was evading the firestorm.

According to MSgt David Shea, the flight engineer (FE) on Rooster 73, enemy gunfire hit the flight control, electrical, hydraulic, and fuel systems. “Fuel,” said MSgt Shea, “was spewing from the only spot in the fuel lines that could not be isolated.”

Rooster 74 and 75 also took hits to their fuel systems, but the self-sealing fuel tanks worked pretty much as designed. The holes in Rooster 74 were still big enough that it continued to leak fuel for the duration of the mission.

Rooster 73’s FE was on the CV-22’s aft ramp manning the .50 caliber machine gun used to defend the aircraft from ground attack. He was knocked backwards, onto the floor of the Osprey, when a round hit him in the chest. His armored chest plate saved his life. When he got back up on his machine gun, MSgt Shea could see tracers reaching up for Rooster 74 and 75 and the other two CV-22s taking aggressive evasive maneuvers to get out of harm’s way. He could also see muzzle flashes coming out of the crowd as the rebels fired at the three aircraft. Opposition soldiers had embedded themselves among the civilian refugees, knowing the Americans would not fire into the crowd.

At this point, evacuating the civilians from the camp was no longer an option. The threat situation was too high and the three aircraft were too damaged to try again. The crew of Rooster 73 had their hands full keeping their battle-damaged aircraft flying. In the MC-130Ps, at the holding point south of Bor where the Combat Shadows had been waiting to “pass gas” to the Ospreys after they picked up any Americans, the radio chatter was alarming. This was not the way it was supposed to have happened – the embassy had reported the situation as permissive. As the mission commander worked to sort things out, Lt Col Newell discovered there were three wounded SEALs aboard Rooster 73. The assessment was that one of the SEALs was in critical condition and two were in serious condition. By the time the Ospreys landed, though, all three SEALs were in critical condition. And in a curious twist, after landing at Entebbe, a fourth SEAL discovered he had been shot but had not known it until he was exiting the aircraft.

The nearest suitable medical facility was at Nairobi, Kenya, but that would require some innovative fuel management and it was still unknown if Rooster 73 was airworthy enough to make it to Entebbe, much less Nairobi. Capt Rolf Place, the aircraft commander for the lead Combat Shadow, offered a detailed description of how the MC-130P crews addressed the fuel planning dilemma in Air Commando Journal, vol. 4, issue 2, in 2015.

Once the crew got Rooster 73 flying straight and level they began dealing with the wounded and their damaged aircraft. Fuel streaming from the ruptured line was making it hard for the SEALs and the crew in the cabin to breathe. Closing the aft ramp eliminated the fuel vapors and let everyone clear their heads, but the damage to the auxiliary hydraulic system allowed most of the hydraulic fluid needed to operate some of the Osprey’s systems, most importantly the landing gear, the refueling probe, the aft ramp, and the brakes, to spill overboard once the ramp stowed in the up position. The implications of this damage would play out as the crew limped the stricken Osprey to Entebbe.

The worst hit of the wounded SEALs was the team leader. MSgt Shea and the team medic applied a tourniquet and packed the wound with gauze to try and stop the arterial bleeding. With the team leader’s bleeding slowed, but not stopped, the crew needed to get him and all the wounded to medical care as soon as possible. MSgt Shea would stay with the team leader for the remainder of the flight, keeping pressure on the artery and holding up an IV bag providing fluids to the injured SEAL.

Complicating Rooster 73’s medical situation was the realization that the three USAF PJs were on Rooster 74, the second aircraft in the formation, and there was no chance of landing until the Ospreys reached Entebbe. The pilots of Rooster 73 and 74 coordinated the wound diagnoses, treatment actions, and blood types with the PJs and also with Lt Col Newell on board Agile 21. The PJs determined that if the sailors were to survive the almost two-hour flight, they were going to need blood as soon as they landed. Unable to physically tend to the wounded, but desperate to help, the PJs came up with an ingenious solution – a “flying blood bank.” Once the PJs had the needed blood types, they drew blood from healthy crewmembers. Within minutes of the three Ospreys landing at Entebbe, the PJs were administering life-saving transfusions to the wounded SEALs.

When the Combat Shadows heard the Rooster flight being ambushed, they immediately left the holding pattern where they had been patiently waiting for the inflight refueling that was supposed to have gotten the Ospreys and evacuees to Entebbe. Now, the MC-130s were trying to close the distance between the formations and ensure the CV-22s had a source of fuel to replace that which was leaking from the damaged fuel systems. And, because “Murphy” will normally take any opportunity to make bad situations worse, the KC-10 tanker that had been scheduled to support the mission and provide inflight refueling for the Shadows cancelled. The MC-130s were now the Ospreys’ only source of desperately needed fuel.

Crew of Rooster 73: Capt Brett Cassidy, TSgt David Shea, SSgt Christopher Nin, and Maj Ryan Mittelstet

Photo courtesy of Lt Col Brett Cassidy

Crew of Rooster 74: SSgt Kenneth Zupkow II, Capt William Mendel, SSgt James McKay, and Capt Arjun Rau

Photo courtesy of Lt Col Brett Cassidy

Crew of Rooster 75: MSgt Jeremy Hoye, MSgt Alberto Delgado, Maj B. Taylor Fingarson, and Capt Daniel Denney

Photo courtesy of Lt Col Brett Cassidy

When Rooster 73, the worst hit of the CV-22s pulled into position on the tanker, it was still streaming fuel. On both Rooster 73 and 74, damage to the hydraulic systems meant the FEs had to manually extend the refueling probes. Rooster 73 encountered a difficult situation during its initial refueling attempt that required them to disconnect from the basket or else risk snapping their refueling probe. Despite dangerously low fuel levels, the refueling systems reset and the CV-22 and Agile 21 accomplished a successful refueling. Rooster 73 took on about 12,000 pounds of fuel, nearly a full load, and headed towards Entebbe International Airport while the second Combat Shadow, Agile 22, refueled Rooster 74 and 75. The MC-130 and CV-22 crews worked some pretty complicated math trying to manage Rooster 74’s constantly changing leakage rate, and both Rooster 75 and Agile 22 needing enough fuel to make it to Entebbe. At one point, Rooster 74 was considering a forced landing in the desert below.

On board Rooster 73 after the refueling, SSgt Nin, the second FE, manually retracted the refueling probe, thinking they would not need it again. About halfway through the retraction, though, the crew realized Rooster 73 was spewing fuel so fast that they were going to need a second inflight refueling if they were to make it to Entebbe. So, the FE cranked the refueling probe into position once again.

After Agile 21 and Rooster 73 completed that first refueling, both the MC-130 and the CV-22 “firewalled” the throttles to get the wounded to Entebbe as quickly as possible. After Agile 22 finished refueling Rooster 74, the second CV22 flew at maximum speed to try and catch the first Osprey, knowing they were carrying the flying blood bank the wounded SEALs would need upon landing. Rooster 74 caught up with 73 during the second refueling. After Rooster 75 finished its refueling, it and Agile 22 firewalled their throttles and caught up with the rest of the formation. The entire formation of five aircraft headed to Entebbe.

Three 920th Rescue Wing pararescuemen were part of the most challenging mission of 2013 which led to them being awarded the Mackay Trophy. (From left to right) SSgt Lee Von HackPrestinary, TSgt Dan Warren and TSgt Jason Broline earned the award for their heroic efforts to safely evacuate American citizens and provide medical care to the passengers who were critically injured when their CV-22 Osprey came under heavy enemy fire during the mission December 21, 2013.

Photo courtesy of USAF

It was at that point that the crews finally got some good news. It seems there was a US C-17 at Entebbe, fully fueled, and preparing to return a US Army unit and their equipment to the US. Even better was that the US soldiers who were on the C-17 were all part of a field medical unit that had been training with the Ugandans. Lt Col Newell was able to coordinate with CJTF-HOA for a mission and configuration change. The C-17 crew and their surgical teams were ready and waiting when the Ospreys landed at Entebbe. The wounded SEALs were transferred to the C-17, received the blood transfusions arranged while enroute by the PJs, and were being treated by the Army surgeons as the C-17 flew to the medical facilities in Nairobi. All four SEALs survived their wounds.

While the Ospreys never got to Bor and did not evacuate the Americans, what happened that day demonstrated to the world the fortitude of Osprey crews and the toughness of their CV-22s. Despite the critics, CV-22 crews know that theirs is an incredibly versatile and rugged aircraft. The Osprey’s triple redundant systems and combat survivability enhancements have been improved since 2013, making the aircraft an even hardier weapon system. As many an AFSOC and Marine Corps airman has attested, “This aircraft has saved my life. I would not want to fly anything else in combat.”

The three Osprey crews: Rooster 73, 74, and 75, were awarded the Mackay Trophy for 2013, recognizing the most meritorious flight of the year by an Air Force pilot or crew.

After the SEALs had departed for Nairobi, the CV-22 crewmen counted a total of 119 hits from different caliber weapons on their three aircraft. Each Osprey lost critical systems, but still managed to carry their crews and passengers to safety. Bell-Boeing technicians spent months in Entebbe after the incident studying the damage and developing solutions to mitigate battle-damage failures in the future. The three damaged Ospreys have been repaired and are now back in service.

Epilogue:

The Americans at Bor were evacuated the next day to Juba by UN and civilian helicopters, and joined 300 US personnel evacuated to safety over the following days.

About the Authors: Rick Newton is a retired helicopter pilot and combat aviation advisor. Lt Col Brett Cassidy is currently the commander of the 71st Special Operations Squadron, the CV-22 Formal Training Unit, located at Kirtland AFB in Albuquerque, NM. He was copilot of Rooster 73, the lead aircraft for the Bor, South Sudan, mission. Maj Billy Mendel is currently the Operations Officer of the 71st Special Operations Squadron at Kirtland, and was aircraft commander of Rooster 74 during the Bor mission.